Improvement in car-brakes



W. LOUGHRIDGE; Car-Brake.

Np. 206,464. Patented July 30.1878.

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NJ PETERS, PMQTQLIYHOGRAPNER. WASHINGTON. D C.

'BATES PATENT CFFIGE.

VILLIABI LOUGHRIDGE, OF BALTIMORE, MARYLAND.

IMPROVEMENT IN CAR-BRAKES.

Specification Vforming part of Letters PatcntNO. 206,464, (lated July 30, 1878; application filed December 3, 1877.

To aZZ 'whom it may conceif'u Be it known that I, WILLIAM LOUGHRIDGE, of Baltimore city, State of Maryland,.have invented certain new and useful Improvements in Brakes; and I hereby declare the same to be fully, clearly, and exactly described`as follows, reference being had to the accompanying drawings, in which- Figure 1 represents a perspective view of a brake embodying two modifications of my improvement; Figs. 2 and 3, side elevations, respectively7 of the said modifications.

Vhile in the accompanying drawings I have illustrated my present invention as applied to the truck of a railway-car, it is by no means conned thereto, certain salient features of the invention rendering it equally applicable to the brakes oi' other vehicles.

The objects of myinvention are to economize material in the brake-shoes and their attachments, to more securely attach the brakebeam tothe stirrup, and to provide a simple and efficient means of equalizing the wear of the shoes, all of which objects are accomplished by resorting to certain details of construction, as hereinafter described.

In the accompanying drawings, A represents the end beam of a railway-car truck, having the holders a a secured thereto in the usual manner. To the latter are attached the links a a', which hold the stirrups b or b", a section of rubber hose, b b', being interposed between the links and their attachments, in order to prevent rattling.

The stirrups are constructed either as shown in Fig. 2 or Fig. 3.

In the form shown in Fig. 2 a strip of bariron, of suitable width and thickness, is bent at right angles near one end, thus forming a corner, as it were, into which the brake-beam is drawn, the iron being then bent and shaped as illustrated in the drawing.

A block of iron, g, is attached by'means of a bolt below the link a', in order to prevent the lifting of the stirrup. A proj ectn g piece, f, is welded to the stirrup, and is perforated for the attachment of the brake-shoe, as hereinafter described.

The brake-beam B is secured within the stirrup by means oi' a pair of bolts at right angles, as shown, and thus an important advantage is secured, as any loosening or rattling -due to shrinkage of the beam may be readily taken up by tightening the nuts. Where the beam, as is usual, is inserted in a casting, such taking up of lost motion is obviously impossible. The shoe C is secured by means of one or more bolts to the projection f.

In the modification shown in Fig. 3 the rear portion of the stirrup is dispensed with, the beam B being, however, attached, as just described, by means of a pair of bolts at right angles. A similar projection, f, is attached, to which the shoe is secured by means of a single bolt, c. A spring, c, bent slightly, as shown in Fig. l, and retained in position by the pin d, is also attached to the bolt c', the whole being securely fastened by any suitable form of locked nut.

The spring c presses upon the rib of the shoe with sufficient force to prevent the latter from being accidentally jolted from any position to which it is brought-a contingency further ren dered remote by the fact that the shoe is perforated as nearly through its center of gravity as may be. The shoe is thus adapted to swivel upon the bolt c on being applied to the wheel, the spring retaining the shoe in the position to which it is thereby brought. It is clear that the shoe is thus constantly being adjusted to compensate for and equalize wear and tear.

It will be observed that the spring c bears upon the rib of the shoe on both sides of the bolt, the pressure being, however, concentrated near the ends of the shoe, thus affording the greatest leverage to the frictionthcreby caused.

Shoulditbe deemed desirable, a supplemental spring may be applied to the opposite side of the rib.

The stirrups may be constructed of ordinary commercial T or angle iron, the flange being cut away in part, the portion lett constituting the projection f.

The open stirrup b (shown in Fig. 2) may, if desired, be caused to press upon the beam, the sides of the stirrup being sprung apart for the insertion of the beam.

I do not claim, broadly, a swiveling brakeshoe held by a spring, as I am aware that such has long been in use.

Having thus described my invention, what I claim as neW7 and desire to secure by Letters 4. The open stirrup b, adapted to be closed Patent, isupon or clasp the end of the brake-beam, and

1. The combination7 with the stirrup, of the provided with means for the attachment of the shoe G and side spring c, substantially as deshoe, substantially as described.

scribed.

2. The combination7 with the shoe C and WILLAM LOUGHRIDGE. stirrup, of the spring c and pin d, substantially as described. Witnesses:

3. The combination, With the link a', of the R. D. WILLIAMS, stirrup-rubbers b and swiveling self-adj usting W. A. BERTRAM.

shoe C, substantially es described. 

